EP0980804B1 - Giergeschwindigkeitssteuerungsverfahren - Google Patents

Giergeschwindigkeitssteuerungsverfahren Download PDF

Info

Publication number
EP0980804B1
EP0980804B1 EP99111157A EP99111157A EP0980804B1 EP 0980804 B1 EP0980804 B1 EP 0980804B1 EP 99111157 A EP99111157 A EP 99111157A EP 99111157 A EP99111157 A EP 99111157A EP 0980804 B1 EP0980804 B1 EP 0980804B1
Authority
EP
European Patent Office
Prior art keywords
yaw rate
vehicle
determined
yaw
bank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99111157A
Other languages
English (en)
French (fr)
Other versions
EP0980804A2 (de
EP0980804A3 (de
Inventor
Youssef A. Ghoneim
David Michael Sidlosky
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motors Liquidation Co
Original Assignee
Motors Liquidation Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Motors Liquidation Co filed Critical Motors Liquidation Co
Publication of EP0980804A2 publication Critical patent/EP0980804A2/de
Publication of EP0980804A3 publication Critical patent/EP0980804A3/de
Application granted granted Critical
Publication of EP0980804B1 publication Critical patent/EP0980804B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/20—Road shapes
    • B60T2210/22—Banked curves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/06—Sensor zero-point adjustment; Offset compensation
    • B60T2250/062—Sensor zero-point adjustment; Offset compensation loosing zero-point calibration of yaw rate sensors when travelling on banked roads or in case of temperature variations

Definitions

  • This invention relates to a yaw rate control method.
  • Chassis control technology has achieved noteworthy progress, thanks to advancements in sensing and computing technologies as well as advances in estimation and control theory. This has permitted the design of various control systems using active means.
  • One such enhancement is the control and adjustment of the tire forces through the braking force distribution control strategy, using a steering wheel angle sensor, a lateral accelerometer, and a yaw rate sensor to devise a yaw rate feedback control. Because the price of these different sensors is still high, this technology is limited to a small number of vehicles.
  • a bank angle compensation term is computed as a function of the sensed lateral acceleration. Accordingly, what is needed is a yaw control that compensates for bank angle without requiring a lateral acceleration sensor.
  • An advantage of the present invention is directed to an improved, low cost, vehicle yaw control that is compensated for road bank angle using readily available information, such as steering angle, vehicle speed, and the speeds of the un-driven vehicle wheels.
  • the control recognizes that, under linear operating conditions on a banked surface, the difference between the desired yaw rate and the actual or estimated yaw rate yields a yaw rate offset that will compensate for the bank angle, and the product of yaw rate and vehicle speed corresponds substantially to lateral acceleration.
  • the yaw rate offset is used to compensate the yaw control when the steering angle, the yaw rate - vehicle speed product and yaw rate error are indicative of operation on a banked road.
  • the compensation is deactivated when the steering angle, the yaw rate - vehicle speed product and yaw rate error are not indicative of operation on a banked road.
  • this invention provides a yaw rate control method utilizing differential braking of the vehicle wheels to impart a desired yaw moment on the vehicle, the method comprising the steps of: measuring the vehicle speed and steering angle (102); determining a desired yaw rate for the vehicle (106); determining an actual yaw rate of the vehicle (107); determining a yaw rate error based a deviation of said actual yaw rate from said desired yaw rate (108); computing the desired yaw rate moment based on the determined yaw rate error (110); monitoring a plurality of vehicle parameters, and comparing said parameters to predetermined threshold values to determine if the vehicle is operating on a banked surface (128); forming a yaw rate offset based on the determined yaw rate error when it is determined that the vehicle is operating on a banked surface (124); and compensating the determined yaw rate error with said yaw rate offset to compensate the yaw rate
  • Figure 1 depicts a mechanization of an active brake control according to an example of this invention on a vehicle 10.
  • the vehicle 10 includes a brake system having a micro-processor based controller 68 for controlling the brakes 20, 22, 24, 26 of the respective wheels 12, 14, 16, 18.
  • the controller 68 receives various inputs, including wheel speed signals on lines 36, 38, 40, 42 from respective wheel speed sensors 28, 30, 32, 34; a brake pedal travel signal on line 83 from pedal travel sensor 82; a steering wheel angle signal on line 62 from angle sensor 61; and a master cylinder pressure signal on line 96 from the pressure sensor 94.
  • the sensors 28, 30, 32, 34, 61, 82, 94 may be implemented with conventional devices in a manner known to those skilled in the art.
  • the controller 68 modifies the normal braking of one or more wheel 12, 14, 16, 18 via the respective actuators 52, 54, 56, 58 in order to restore a desired overall operation of the vehicle.
  • the controller 68 commands one or more of the respective actuator(s) 52, 54, 56, 58 to modulate the brake force developed at the wheel(s) experiencing the condition.
  • the controller 68 commands one or more of the respective actuator(s) 52, 54, 56, 58 to develop brake force at the slipping wheel(s).
  • the controller 68 commands one or more of the respective actuator(s) 52, 54 to selectively increase or decrease the brake forces generated at the driven wheels 12, 14 to produce a commanded yaw.
  • the yaw control may be additionally be applied to the rear (driven) wheels 16, 18, but this tends to corrupt yaw estimation based on wheel speeds.
  • Exemplary actuators are shown and described in detail in the U.S. Patent No. 5,366,291 , assigned to the assignee of the present invention.
  • FIG. 2 is a main flow diagram for carrying out a control according to an example of this invention in the context of a low-cost yaw control that requires neither a yaw rate sensor nor a lateral acceleration sensor. While the control could just as easily be implemented in a system having a yaw rate sensor, the illustrated embodiment is particularly cost-effective.
  • the block 100 designates a series of initialization instructions executed at the initiation of vehicle operation for appropriately setting the initial condition or state of the various terms and flags referred to below.
  • the block 104 is executed to determine the status of the YAW VALID FLAG.
  • the status of the YAW VALID FLAG indicates whether the estimated yaw value is considered to be valid, as may be periodically determined by an interrupt service routine such as the one described in co-pending U. S. Patent Application Serial No. 09/080,372 , Attorney Docket No. H-199573, filed on May 18, 1998, assigned to the assignee of the present invention, and incorporated herein by reference.
  • the yaw validity determination would be eliminated entirely in a system having a yaw rate sensor.
  • Block 106 determines a desired yaw value ⁇ des for the vehicle based on various inputs including the vehicle speed V x and the measured steering wheel angle ⁇ .
  • Block 108 determines the yaw error ⁇ err based on the deviation of the yaw estimate from the desired yaw rate.
  • Block 109 concerns the determination and application of bank angle compensation according to an example of this invention, and is described below in reference to the flow diagrams of Figures 3-7 .
  • Block 110 determines a yaw rate command based on the compensated yaw rate error and suitable gain factors, and block 112 decides if active brake control is warranted based on predefined entry and exit conditions.
  • Block 120 decides if active brake control is warranted based on predefined entry and exit conditions, which may differ from the entry and exit conditions designated at block 112.
  • block 114 carries out an algorithm for distributing braking forces between the left and right vehicle wheels, and block 116 applies corresponding brake control signals to the brake actuators 152-158.
  • braking is only applied to the driven wheels of the vehicle so as to not corrupt the yaw estimate.
  • Various brake distribution strategies may be utilized, exemplary strategies being disclosed in the U.S. patent applications Serial No. 08/654,982 and Serial No. 08/732,582 , both of which are assigned to the assignee of the present invention.
  • the flow diagram of Figure 3 sets forth the principle steps of the bank angle compensation block 109 of Figure 2 .
  • the blocks 120-132 are executed in sequence to determine an initial bank compensation term BCinit, to determine if bank compensation term should be activated, and to set the bank compensation term accordingly.
  • the example recognizes that under linear operating conditions of the vehicle, the measured or estimated yaw rate is approximately equal to the desired yaw rate, and that when traveling on a banked road surface, the difference between measured and desired yaw rate (that is, the yaw rate error) represents a yaw offset that will compensate for the effect of the bank.
  • an important aspect of an example of this invention lies in activating the bank angle compensation only when it is determined that the vehicle is operating on a banked surface. According to the example, this involves monitoring three factors: steering wheel angle, yaw rate error, and the product ( ⁇ est V x ) of yaw rate and vehicle speed.
  • the side slip velocity rate d(V y )/dt can be considered substantially zero, demonstrating that the product ⁇ est V x is substantially equal to the lateral acceleration a y .
  • a pair of software counters or timers are used to measure the time-in-bank and time-out-of-bank to prevent activation of the bank compensation in response to transient operating conditions.
  • the block 120 is first executed to filter the yaw rate error ⁇ err to form a filtered yaw rate error term, designated as ⁇ err-f .
  • FC is a filter constant having a value of 0.02, for example, and the designations (k) and (k-1) refer to the current and previous control loop values, respectively, of the term ⁇ err-f .
  • Block 124 determines the initial bank offset or compensation term, BC init , as a function of the filtered yaw error ⁇ err-f , as shown in further detail in the flow diagram of Figure 4 .
  • the block 140 is first executed to compare the absolute value of ⁇ err-f with a yaw compensation limit BC lim , such as 4 degrees/sec. This corresponds to a bank angle of approximately 20 degrees. If ⁇ err-f exceeds the limit, block 142 sets BC init equal to the limit BC lim , preserving the sign of ⁇ err-f . Otherwise, block 144 sets BC init equal to ⁇ err-f .
  • the block 126 determines if the various operating parameters of the vehicle are indicative of a banked road surface, and increments or resets a counter (BANK-IN) accordingly.
  • BANK-IN a counter
  • the blocks 150-154 define three conditions that must be satisfied to conclude that the vehicle is operating on a banked surface. If the conditions are satisfied, block 156 increments the counter term, BANK-IN. If one or more of the conditions are not satisfied, the block 158 resets BANK-IN to zero.
  • the first condition, determined at block 150 is that the magnitude of the steering angle ⁇ is less than a bank-in threshold ⁇ th-in , such as 30 degrees.
  • the second condition, determined at block 152, is that the magnitude of the product ⁇ est V x-f is within a window defined by the lateral acceleration reference values REF1 and REF2, which may be 0.2g and 1.0g, respectively.
  • the third condition, determined at block 154, is that the magnitude of the filtered yaw rate error ⁇ err-f is less than a bank-in threshold ⁇ err-in such as 10 degrees/sec.
  • the block 128 determines if the various operating parameters of the vehicle are not indicative of a banked road surface, and increments or resets a counter (BANK-OUT) accordingly.
  • BANK-OUT a counter
  • This functionality is shown in further detail in the flow diagram of Figure 6 , where the blocks 160-164 define three conditions generally corresponding to the conditions defined by blocks 150-154 of Figure 5 . In this case, however, it is concluded that the vehicle is not operating on a banked surface if the conditions are satisfied. If the conditions are satisfied, block 166 increments the counter term, BANK-OUT, and if one or more of the conditions are not satisfied, the block 168 resets BANK-OUT to zero.
  • the first condition, determined at block 160, is that the magnitude of the steering angle ⁇ is less than a bank-out threshold ⁇ th-out , such as 10 degrees.
  • the second condition, determined at block 162, is that the magnitude of the product ⁇ est V x-f is less than the lateral acceleration reference values REF3, which may be 0.1g.
  • the third condition, determined at block 164, is that the magnitude of the filtered yaw rate error ⁇ err-f is less than a bank-out threshold ⁇ err-out such as 5 degrees/sec.
  • the block 130 is then executed to determine whether bank compensation should be activated, based on the BANK-IN and BANK-OUT counters.
  • This functionality is detailed in Figure 7 , where blocks 170 and 176 compare the BANK-IN and BANK-OUT counters to reference times REFTME in and REFTME out , respectively. If the BANK-IN counter is at least as great as the reference time REFTME in , which may be 0.5 seconds, the block 172 sets a BANK INDEX or flag equal to one, and block 174 sets the bank compensation term BC equal to BC init .
  • block 170 is answered in the negative, and the BANK-OUT counter is at least as great as the reference time REFTME out , which may be 0.3 seconds, the block 178 sets the BANK INDEX or flag equal to zero, and block 180 sets the bank compensation term BC equal to zero. If blocks 170 and 176 are both answered in the negative, the value of the BANK INDEX is used to maintain the current status of bank compensation, as indicated at block 182. Initially, the BANK INDEX is zeroed by block 100, so that bank compensation is not activated until the conditions defined by blocks 150-154 of Figure 5 are satisfied.
  • Figures 8 and 9 graphically compare the operation of the yaw control of an example of this invention with a yaw control having bank angle compensation based on a lateral acceleration sensor as set forth in the above-referenced U.S. Patent 5,720,533 .
  • the solid trace designates the bank compensation term developed with the use of a lateral acceleration sensor
  • the broken trace designates the bank compensation term BC according to an example of this invention.
  • the traces of Figure 8 correspond to vehicle operation on a road surface bank angle of 28 degrees, at a speed of 60 miles/hr, over an interval of approximately 2.5 seconds.
  • the traces of Figure 9 correspond to vehicle operation on a road surface where the bank angle changes from negative to positive, at a speed of 70 miles/hr, over an interval of approximately 1.2 seconds. As demonstrated by the traces, the bank compensation provides comparable performance, despite the absence of a lateral acceleration sensor.
  • an example of this invention provides a low-cost vehicle yaw control that compensates the yaw control for yaw effects due to operation on a banked road surface, without knowing the bank angle, and without requiring a lateral acceleration sensor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Claims (7)

  1. Gierratensteuerverfahren unter Verwendung einer Differenzbremsung der Fahrzeugräder, um dem Fahrzeug ein Soll-Giermoment zu verleihen, wobei das Verfahren die Schritte umfasst, dass
    die Fahrzeuggeschwindigkeit und der Lenkwinkel gemessen werden (102);
    eine Ist-Gierrate des Fahrzeugs ermittelt wird (107);
    mehrere Fahrzeugparameter überwacht werden und die Parameter mit vorbestimmten Schwellenwerten verglichen werden, um zu ermitteln, ob das Fahrzeug auf einer überhöhten Fläche betrieben wird (128);
    eine Soll-Gierrate für das Fahrzeug ermittelt wird (106);
    auf der Grundlage einer Abweichung der Ist-Gierrate von der Soll-Gierrate ein Gierratenfehler ermittelt wird (108);
    das Soll-Gierratenmoment auf der Grundlage des ermittelten Gierratenfehlers berechnet wird (110);
    dadurch gekennzeichnet, dass
    ein Gierraten-Offset gleich dem kleineren von dem Gierratenfehler und einer Gierausgleichsgrenze gesetzt wird, wenn ermittelt wird, dass das Fahrzeug auf einer überhöhten Fläche betrieben wird (124); und dass
    der ermittelte Gierratenfehler mit dem Gierraten-Offset ausgeglichen wird, um die Gierratensteuerung hinsichtlich Gierrateneinflüssen aufgrund der überhöhten Fläche auszugleichen (110).
  2. Gierratensteuerverfahren nach Anspruch 1,
    wobei das Fahrzeug ein Paar von nicht angetriebenen Rädern aufweist und der Schritt des Ermittelns einer Ist-Gierrate des Fahrzeugs die Schritte umfasst, dass
    die Drehzahlen der nicht angetriebenen Räder gemessen werden; und
    ein Schätzwert der Ist-Gierrate auf der Grundlage einer Differenz der gemessenen Raddrehzahlen berechnet wird (107).
  3. Gierratensteuerverfahren nach Anspruch 1,
    wobei die Fahrzeugparameter einen mit der Querbeschleunigung in Beziehung stehenden Parameter umfassen, der auf einem Produkt der ermittelten Ist-Gierrate und der gemessenen Fahrzeuggeschwindigkeit basiert (122).
  4. Gierratensteuerverfahren nach Anspruch 3,
    wobei der Schritt des Überwachens mehrerer Fahrzeugparameter die Schritte umfasst, dass
    der gemessene Lenkwinkel, der mit der Querbeschleunigung in Beziehung stehende Parameter und der ermittelte Gierratenfehler mit einem ersten Satz von Schwellenwerten verglichen werden, die auf einen Fahrzeugbetrieb auf einer überhöhten Fläche hinweisen (126); und
    ermittelt wird, dass das Fahrzeug auf einer überhöhten Fläche betrieben wird, wenn die Fahrzeugparameter für mindestens eine vorbestimmte Zeitdauer dem ersten Satz von Schwellenwerten genügen (170, 172).
  5. Gierratensteuerung nach Anspruch 4, umfassend die Schritte, dass der gemessene Lenkwinkel, der mit der Querbeschleunigung in Beziehung stehende Parameter und der ermittelte Gierratenfehler mit einem zweiten Satz von Schwellenwerten verglichen werden, die nicht auf einen Fahrzeugbetrieb auf einer überhöhten Fläche hinweisen (128); und
    ermittelt wird, dass das Fahrzeug nicht auf einer überhöhten Fläche betrieben wird, wenn die Fahrzeugparameter für mindestens eine vorbestimmte Zeitdauer dem zweiten Satz von Schwellenwerten genügen (176, 178).
  6. Gierratensteuerung nach Anspruch 3, umfassend die Schritte, dass das Produkt der ermittelten Ist-Gierrate und der gemessenen Fahrzeuggeschwindigkeit berechnet wird (122); und
    das berechnete Produkt gefiltert wird, um den mit der Querbeschleunigung in Beziehung stehenden Parameter zu bilden (122).
  7. Gierratensteuerung nach Anspruch 1,
    wobei der Schritt des Ausgleichens des Gierratenfehlers den Schritt umfasst, dass
    der Gierraten-Offset auf die ermittelte Soll-Gierrate angewandt wird (132).
EP99111157A 1998-08-17 1999-06-08 Giergeschwindigkeitssteuerungsverfahren Expired - Lifetime EP0980804B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US134954 1998-08-17
US09/134,954 US6112147A (en) 1998-08-17 1998-08-17 Vehicle yaw rate control with bank angle compensation

Publications (3)

Publication Number Publication Date
EP0980804A2 EP0980804A2 (de) 2000-02-23
EP0980804A3 EP0980804A3 (de) 2000-10-18
EP0980804B1 true EP0980804B1 (de) 2009-04-29

Family

ID=22465780

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99111157A Expired - Lifetime EP0980804B1 (de) 1998-08-17 1999-06-08 Giergeschwindigkeitssteuerungsverfahren

Country Status (3)

Country Link
US (1) US6112147A (de)
EP (1) EP0980804B1 (de)
DE (1) DE69940799D1 (de)

Families Citing this family (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19749058A1 (de) * 1997-07-02 1999-01-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung einer die Fahrzeugbewegung repräsentierenden Bewegungsgröße
DE19821618C1 (de) * 1998-05-15 1999-09-16 Daimler Chrysler Ag Verfahren zum Erkennen von seitlich geneigten Kurven
US6195606B1 (en) * 1998-12-07 2001-02-27 General Motors Corporation Vehicle active brake control with bank angle compensation
WO2001019653A1 (de) * 1999-09-10 2001-03-22 Continental Teves Ag & Co. Ohg Verfahren zur regelung eines giermoments
US6212465B1 (en) 1999-12-22 2001-04-03 Visteon Global Technologies Inc. Method and system for controlling vehicle speed based on vehicle yaw rate and yaw acceleration
US6285945B1 (en) * 1999-12-22 2001-09-04 Visteon Global Technologies, Inc. Method and system for controlling vehicle deceleration in an adaptive speed control system based on vehicle speed
US6408241B1 (en) * 2001-02-05 2002-06-18 Visteon Global Technologies, Inc. Method and system for controlling vehicle speed based on vehicle yaw rate and yaw acceleration
US6813552B2 (en) 2002-11-18 2004-11-02 General Motors Corporation Method and apparatus for vehicle stability enhancement system
US6819998B2 (en) * 2002-11-26 2004-11-16 General Motors Corporation Method and apparatus for vehicle stability enhancement system
US6865468B2 (en) 2002-11-26 2005-03-08 General Motors Corporation Method and apparatus for vehicle stability enhancement system
US6879898B2 (en) * 2003-01-03 2005-04-12 General Motors Corporation Method and apparatus for vehicle integrated chassis control system
US6968261B2 (en) * 2003-01-03 2005-11-22 General Motors Corporation Method and apparatus for vehicle stability enhancement system
US7444224B2 (en) * 2003-11-14 2008-10-28 Nissan Motor Co., Ltd. Lane departure prevention apparatus
US7349778B2 (en) * 2004-06-09 2008-03-25 General Motors Corporation Real-time vehicle dynamics estimation system
US7286919B2 (en) * 2005-10-17 2007-10-23 Gm Global Technology Operations, Inc. Method and apparatus for controlling damping of a vehicle suspension
JP4281801B2 (ja) * 2007-01-15 2009-06-17 株式会社デンソー 車輪状態報知装置
US8195357B2 (en) * 2008-04-16 2012-06-05 GM Global Technology Operations LLC In-vehicle sensor-based calibration algorithm for yaw rate sensor calibration
US20090261629A1 (en) * 2008-04-22 2009-10-22 Chaparral Boats, Inc. Automatically Adjustable Seat
US20090299546A1 (en) * 2008-05-28 2009-12-03 Hac Aleksander B Dynamic-based method of estimating the absolute roll angle of a vehicle body
US20090299579A1 (en) * 2008-05-28 2009-12-03 Hac Aleksander B Kinematic-based method of estimating the absolute roll angle of a vehicle body
US9168950B1 (en) * 2014-09-19 2015-10-27 Robert Bosch Gmbh Banked curve detection using vertical and lateral acceleration
US11117589B2 (en) 2019-01-29 2021-09-14 GM Global Technology Operations LLC System and method for determining roadway bank angle

Family Cites Families (35)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3861868D1 (de) * 1987-02-03 1991-04-11 Toyoda Chuo Kenkyusho Kk Steuervorrichtung fuer das lenken der raeder eines fahrzeugs.
US4998593A (en) * 1989-03-31 1991-03-12 Aisin Seiki Kabushiki Kaisha Steering and brake controlling system
DE4109522C2 (de) * 1990-03-22 1996-06-05 Nissan Motor Bremskraft-Steuervorrichtung
US5063514A (en) * 1990-06-19 1991-11-05 General Motors Corporation Abs yaw control
JP2623927B2 (ja) * 1990-07-05 1997-06-25 日産自動車株式会社 車両の旋回挙動制御装置
DE4026626A1 (de) * 1990-08-23 1992-02-27 Bosch Gmbh Robert Verfahren zur regelung der fahrzeugdynamik
JP2917652B2 (ja) * 1991-06-10 1999-07-12 株式会社デンソー サスペンション制御装置
DE4121954A1 (de) * 1991-07-03 1993-01-07 Bosch Gmbh Robert Verfahren zur gewinnung der giergeschwindigkeit und/oder quergeschwindigkeit
DE4123235C2 (de) * 1991-07-13 1997-04-03 Daimler Benz Ag Verfahren zur Verhinderung von Instabilitäten des Fahrverhaltens eines Fahrzeuges
EP0530618B1 (de) 1991-09-06 1997-12-03 Konica Corporation Fixiervorrichtung mit Temperaturmesseinrichtung
US5275474A (en) * 1991-10-04 1994-01-04 General Motors Corporation Vehicle wheel slip control on split coefficient surface
US5283874A (en) * 1991-10-21 1994-02-01 Intel Corporation Cross coupling mechanisms for simultaneously completing consecutive pipeline instructions even if they begin to process at the same microprocessor of the issue fee
DE4200061C2 (de) * 1992-01-03 2001-09-13 Bosch Gmbh Robert Verfahren zur Bestimmung der Fahrzeugquergeschwindigkeit und/oder des Schwimmwinkels
DE4200997C2 (de) * 1992-01-16 1994-02-03 Steyr Daimler Puch Ag Verfahren zur Ermittlung der fahrdynamischen Sicherheitsreserve von Kraftfahrzeugen
JP2936162B2 (ja) * 1992-02-14 1999-08-23 本田技研工業株式会社 車両の操安制御装置
DE4223385C2 (de) * 1992-07-16 2001-02-22 Bosch Gmbh Robert Verfahren zum Erkennen der Rückwärtsfahrt eines Kraftfahrzeugs
DE4226749C2 (de) * 1992-08-13 1996-02-08 Daimler Benz Ag Verfahren zur Bestimmung das Fahrverhalten charakterisierender Größen
DE4229504B4 (de) * 1992-09-04 2007-11-29 Robert Bosch Gmbh Verfahren zur Regelung der Fahrzeugstabilität
DE4243717A1 (de) * 1992-12-23 1994-06-30 Bosch Gmbh Robert Verfahren zur Regelung der Fahrzeugstabilität
DE4305155C2 (de) * 1993-02-19 2002-05-23 Bosch Gmbh Robert Vorrichtung zur Regelung der Fahrdynamik
DE4311077A1 (de) * 1993-04-03 1994-10-06 Bosch Gmbh Robert Antiblockierregelsystem
DE4314827A1 (de) * 1993-05-05 1994-11-10 Porsche Ag Verfahren zur Bestimmung der Gierwinkelgeschwindigkeit eines Fahrzeuges
DE69506741T2 (de) * 1994-01-14 1999-09-02 Matsushita Electric Ind Co Ltd Vorrichtung zum Steuern eines Lenkwinkels
US5366281A (en) * 1994-02-14 1994-11-22 General Motors Corporation Method of initializing a brake actuator
US5446658A (en) * 1994-06-22 1995-08-29 General Motors Corporation Method and apparatus for estimating incline and bank angles of a road surface
US5671143A (en) * 1994-11-25 1997-09-23 Itt Automotive Europe Gmbh Driving stability controller with coefficient of friction dependent limitation of the reference yaw rate
DE69529725T2 (de) * 1994-11-28 2003-11-27 Aisin Seiki Radbremsdruck-Steuerungssystem
DE4446592B4 (de) * 1994-12-24 2005-08-04 Robert Bosch Gmbh Fahrdynamikregelsystem
US5915800A (en) * 1995-06-19 1999-06-29 Fuji Jukogyo Kabushiki Kaisha System for controlling braking of an automotive vehicle
JP3464732B2 (ja) * 1995-07-14 2003-11-10 本田技研工業株式会社 車両のブレーキ制御装置
US5667286A (en) 1996-05-29 1997-09-16 General Motors Corporation Brake control system
DE19708508A1 (de) * 1996-09-24 1998-03-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung einer die Fahrzeugbewegung repräsentierenden Bewegungsgröße
US5720533A (en) * 1996-10-15 1998-02-24 General Motors Corporation Brake control system
US5746486A (en) * 1996-10-16 1998-05-05 General Motors Corporation Brake control system
US8037298B2 (en) 2008-01-31 2011-10-11 Park Avenue Capital LLC System and method for providing security via a top level domain

Also Published As

Publication number Publication date
US6112147A (en) 2000-08-29
EP0980804A2 (de) 2000-02-23
DE69940799D1 (de) 2009-06-10
EP0980804A3 (de) 2000-10-18

Similar Documents

Publication Publication Date Title
EP0980804B1 (de) Giergeschwindigkeitssteuerungsverfahren
EP0958978B1 (de) Gierwinkelregelverfahren für Kraftfahrzeuge
US6549842B1 (en) Method and apparatus for determining an individual wheel surface coefficient of adhesion
US7308351B2 (en) Method for coordinating a vehicle dynamics control system with an active normal force adjustment system
US7330785B2 (en) Method for increasing the driving stability of a motor vehicle
EP0914997B1 (de) Bremssteuerungssystem
EP1118507B1 (de) Überroll-Erkennung eines Kraftfahrzeuges
EP1110835B1 (de) Überrollstabilitätssteuerung für ein Kraftfahrzeug
US6547343B1 (en) Brake system control
EP1640231A1 (de) Fahrdynamikregelung mit Vorwärtssteurung
US6324446B1 (en) Roll over stability control for an automotive vehicle
US6125319A (en) Brake system control method responsive to measured vehicle acceleration
US6195606B1 (en) Vehicle active brake control with bank angle compensation
EP1338490B1 (de) Fahrzeugsstabilitätsregelungsverfahren
EP0982206B1 (de) Verfahren zur Schätzung der Fahrzeuggiergeschwindigkeit
EP1396372B1 (de) Vorrichtung und Verfahren zur Leistungsregelung in Kurven
US6236926B1 (en) Vehicle behavior control device
KR20040047544A (ko) 차량의 거동 제어장치
JP2007515347A (ja) 摩擦値が不均一な走路でのブレーキ圧の制御方法
EP0416480A2 (de) Steuerung einer Hinterradlenkung für ein Fahrzeug
JP2007106338A (ja) 車輌の車体速度推定装置
US6588859B2 (en) System and method for vehicle stability enhancement control with surface estimate
GB2435102A (en) Friction estimation for vehicle control systems
EP1285833B1 (de) Verfahren und Vorrichtung mit dynamischer Vorwärtssteuerung zur integrierten Lenk- und Bremssteuerung eines Kraftfahrzeugs
JP3039071B2 (ja) 車両旋回限界判定装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE GB

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

17P Request for examination filed

Effective date: 20001218

AKX Designation fees paid

Free format text: DE GB

17Q First examination report despatched

Effective date: 20060907

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RIC1 Information provided on ipc code assigned before grant

Ipc: B60T 8/17 20060101AFI20080630BHEP

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 69940799

Country of ref document: DE

Date of ref document: 20090610

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20100201

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 69940799

Country of ref document: DE

Owner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC (N. D. GES, US

Free format text: FORMER OWNER: GENERAL MOTORS CORP., DETROIT, MICH., US

Effective date: 20110330

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ, FINSTERWALD & PARTNER GBR, DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ, FINSTERWALD & PARTNER GBR, DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ FINSTERWALD PATENTANWAELTE PARTMBB, DE

Effective date: 20121019

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ FINSTERWALD PATENTANWAELTE PARTMBB, DE

Effective date: 20110629

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ, FINSTERWALD & PARTNER GBR, DE

Effective date: 20121019

Ref country code: DE

Ref legal event code: R082

Ref document number: 69940799

Country of ref document: DE

Representative=s name: MANITZ, FINSTERWALD & PARTNER GBR, DE

Effective date: 20110629

Ref country code: DE

Ref legal event code: R081

Ref document number: 69940799

Country of ref document: DE

Owner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC (N. D. GES, US

Free format text: FORMER OWNER: GM GLOBAL TECHNOLOGY OPERATIONS, INC., DETROIT, MICH., US

Effective date: 20121019

Ref country code: DE

Ref legal event code: R081

Ref document number: 69940799

Country of ref document: DE

Owner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC (N. D. GES, US

Free format text: FORMER OWNER: GM GLOBAL TECHNOLOGY OPERATIONS, INC., DETROIT, US

Effective date: 20121019

REG Reference to a national code

Ref country code: DE

Ref legal event code: R039

Ref document number: 69940799

Country of ref document: DE

Ref country code: DE

Ref legal event code: R008

Ref document number: 69940799

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R039

Ref document number: 69940799

Country of ref document: DE

Effective date: 20141023

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20170607

Year of fee payment: 19

Ref country code: DE

Payment date: 20170530

Year of fee payment: 19

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 69940799

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20180608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190101

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180608